Change-speed gearing



March 6, 1928.

l M. B. JACKSON CHANGE SPEEDGEARING Filed Nov. 10, 1924 3 Sheets-Sheet 1ITIIIIAII March 6, 1921;.n y 1,661,613

M. B. JACKSON CHANGE SPEED-613661616 51 1mi-INTER- March 6, 1928.

M. B.v JACKSON CHANGESPEED GEARING Filed Nv .10, 1924 :s sheets-.sheet 5Patented Mu. s. 192s.

UNITED STATES PATENT OFFICE.

HAUNSELI B. JACKSON, OF TORONTO, ONTARIO, CANADA, ASSIGNOB OF ONE-THIDTO EDWARD IOIAHON' AND ONE-THIRD TO THOMAS CAMERON BATE, BOTH Ol'OTTAWA, CANADA.

cantan-SPEED Giannina.

This invention relai-.esa chan speed gearing and more particularly to tat type used in automobiles for changing the gear ratio between theengine and transmission shafts and for reversing the direction ofrotation of the latter relative tothe former as shown in my .cofpendingapplication No.

654,160, filed July 27th, 1923. The object of the present invention isto provide apparatus of this character which may be easily i operatedand in which the various' gear ratios are automatically attained by theop eration of a lever workingin a single vertical lane. will ereinafterappear.

I attain my ob]ects b means o f the constructions hereinafter escribedand illustrated in 'the accompanying drawings in which Y. -f

Fig. 1 is a lon itudinal section of my improved clutch an gear box;

Fig. 2 a cross section, on an enlarged scale, of the transmission shafton the lme 2-2 in Fig. 1;

Fig. 3 a sectional detail, von anl scale of the` low speedjaw clutch;

Fig. 4 a sectional detail on the line 4--4 in Fig. 2 and with thejawclutch engaged.;

Fig. 5 a side elevation of the complete gear box with the pedal leversin their normal positions and the brake actuating mechanism, except itspedallever, shown in the on position, this being the position of theparts after the brakeI has .been fully applied and beforethe brakecylinder has been refilled;

Fig. 6' a plan view of Fig. 5;

Fig. 7 a vertical section of the control valve;

Fig. 8 a view similar to Fig. 7 taken at right angles thereto andshowing the plunger valve' partly in side elevation; Fig.- 9 a crosssection on the line9--9 in Fig. 8; t Fig. 10 a longitudinal verticalsection of the brake cylinder showing the 'parts thereof i in theirpositions when the brake is of;

Fig. 11 a' horizontalsection on the line 11-11 in Fig. 10;

Fi 12 a view showing the mechanism for holding oif the brakes when itisdesired to tow the vehicle;

Fig. 13 a detail in end elevation: of the forward and reverse gearing;

Other `objects I have in mind enlarged disk and thus the clutch shaft 2ma Fig. 14 a sectional detail of the parts shown in Fig. 7 in anotherposition.

In the constructions hereinafter described thevariousl parts foroperating the different mechanism for obtainlng the hi h,' intel'-`mediate and low gear ratios are in icated by letters of reference h, z'and Zrespectively. Similar parts in the diierent mechanisms have thesame reference numeral after their reference letter so that the lettergives-the key to the specific gear ratio mechanism' the part isassociated with and the numeral indicates the part.

1 is the crankshaft of an engine; 2 is a clutch shaft; 3 is thetransmission shaft which is ada ted to be connected to the drivingwheels o? a vehicle by any suitable driving/connection, the shafts 1, 2and 3 are in alinement with one another; 4 is a countershaft; and 5 isthe transmissioncasing in which the transmissionshaft and-countersha-ftare journalled.' To the rear end of the crankshaft 1 a clutch is securedso that the-latter also serves as a flywheel. The

clutch comprises the flywheel 6, 'the clutchA member 7, the clutch ringSand` the clutch disk 9. The flywheel 6 is provided with teeth Iadapted'to mesh with the pinion of an electric starting device (not shown) A andalso ada ted for another purpose hereinafter described. Bolts 10 securethe ily-wheel to a flange formed on the crankshaft 1 and bolts 11passing through the clutch member and the flywheel hold.these partstogether. The vsiclebf the clutch member 7, adjacent the flyf'wheel 6,is provided with an annular recess 12 adapted to receive the clutch ring8 so that thelatter may be axially moved there-` in. The ringis'provided with a plurality of jawsor projectlons 8 engaged withsimilar rojectmns formed on the clutch member so that the ring .will bedriven thereb The clutch disk 9 is splined on the clutc vshaft 2 so thatthedisk may be axially moved thereon. They clutch facin are carrld bythe clutch ring 8 and the ywheel 6. From this description it isevidentthat the clutch given a driving connection withthe c utch by moving theclutch ring towards the flywheel to frictionally engage the disk bethiswillA hereinafter` be described.

The forward end 3*l of the transmission tween them. The means foraccomplishing shaft is turned down and journalled in a bushing carriedWithin the rear end of the clutch shaft 2 while the rear end 0f thetransmission shaft is journalled in a bushing 13 carried in the rear end5n of the casing 5.

The end of the clutch shaft 2, remote from the clutch disk 9, isprovided with a jaw clutch h adapted to form a direct driving connectionbetween the clutch shaft 2 and the transmission shaft 3. This clutch isprovided with teeth or jaws. h1 adapted to be meshed with jaws It formedon the sleeve L which is splined on the transmission shaft 3, ashereinafter described, see Fig. 1), so that the jaws h2 may be mes edwith the jaws 11.1. A helical spring 15 engaging the sleeve and themember carrying the jaws h1 tends to hold the jaws on the sleeve out 'ofengagement with the jaws 71.1.

It will be understood that the operation of the parts described willcause the transmission shaft to'be rotated at crankshaft speed which, inthe construction shown in the drawings, forms the highest speed ratiobetween thesev shafts. It lwill also be understood that before the jawsh1 and h2 are meshed and the main clutch thrown in to drive the jaws h1,the vehicle and thus the transmission shaft are in motion which isaccomplished by means of the low and intermediate gear speedshereinafter described. To enable the jaws to be easily and quietlymeshed a clutch la* is provided which is adapted to rotate or spin thejaws h1. This clutch comprises two .members secured together, one ofwhich is formed on or secured to the clutch shaft 2, the other mem- Ibercarries the jaws h1 of the clutch L.

`the constantly meshed gearing 16, one gear of which is secured to theclutch shaft 2 while the other gear is secured to or formed on thecountershaft. The countershaft is provided with the gears 17 and 18,the' former being constantl in mesh with a gear t freely mounted on t etransmission shaft 3. The ear 18 is splined on the countershaft am? isadapted to be axially moved in one direction thereon to mesh with a gearZ5 freely mounted on the transmission shaft. To form the intermediate orlow speed gear ratios between the clutch shaft and the transmissionshaft, jaw clutches z' and Z are provided for respectively clutching thegear 5 or the gear Z5 to the transmission shaft. These jaw clutches aresimilar in construction to the jaw clutch It and are provided with jaws'il and Z1 carried by the gears i and Z5 respectively. The jaws il andZ1 are adapted to be respectively meshed with the jaws 2 and Z2 whichare carried by sleeves 'is and Z3 similar to the sleeves 7i, thesesleeves being also splincd for axial movement, on the transmission shaft3. These clutches are also provided with the springs l5 tending to holdthe jaws of each clutch out of engagement with one another. Clutches t*and Z, similar in construction and. operation to the clutch h4, areprovided for matching the speeds of the jaws of the clutches z' and Zbefore the sleeves are axially moved. The clutches i* and Z are securedto or formed on the gears z" and Z5 respectively and each of theseclutches is provided with disks 14 and 14, splincd on the transmissionshaft. The disks 14 have hubs on which the gears e" and Zl arejournalled.

To reverse the direction or rotation of the transmission shaft the gear18 is adapted to be shifted lon itudinally on the countershaft to meshwit an idler gear 19 which carries a gear 20 constantly in mesh with thegear Z5. The gear 18 is shifted by means of the arm, link and leverarrangement 21, indicated in dotted lines in Fig. 1, the arm beingconnected to a transverse shaft 22 journalled onr top of thetransmission casin and the lever being connected by means o a forked arm23 .with the gear 18. The transverse shaft is adapted vto be rocked by afoot pedal R as hereinafter described.

To actuate any one of the clutches 11.*. z" or Z4 and its jaw clutch k,z or Z and to also actuate the main clutch ring 8, I provide means forsupplying Huid under pressure, which Huid pressure is controlled by amanually operated valve.

In the clutch member 7 is formed, by means of an annular groove, a Huidchamber 25 which communicates, behind the clutch ring 8, with the recess12 formed in the clutch member. In the latter are formed the Huidpassages 26 which are radially disposed in the clutch member and havetheir outer ends axially disposed therein and axially directed to formpassages through the flywheel 6. These outer ends communicate with theinterior of the casing 5. Openings 27 formed in the clutchme1nber7formcommunications between the axall directed ends of thepassages 26 and the fiuid chainber 25. In each passage is litted a valvebody 28 having inlet. and exhaust ports 29 and 30 communicating with theopposite ends of the passage 26 and with the opening 27. This isaccomplished byv forming the valve body as a tube and turning down thetube to form an annular recess between passages C.

the ports. A piston valve 31 is slidably 'mounted in the valve body forcontrolling ment of the piston valve is limited by a projection 34suitably carried atthe inlet end of the passage 26. When the valvesare"in this position the fluid in the .chamber is readily drained intothe crankcase as all the drain openings and passages are farther fromthe center of the clutch than the chamber 25 and thus the centrifugalaction of the fluid in the latter Iforces the liquid from the chamber.

The pressure of the fluid in the ypassage 26 is adapted to actnate thepiston valve against its spring to open and close the inlet and exhapstorts respectively, whereby the fluid asses t rough the opening 27 intotheo cham er 25 and actuates the ring 8 to clutch the disk 9. o

On the clutch shaft 2 is journalled the hub of a helical gear which isprovided with a flange having a suitable driving connection with theclutch member 7` so that the gear may be easily detached therefrom.

' The gear 35 is held against the side of the clutch member by means ofa ring 36 scoured to the latter, the ring being-provided with aninwardly directed rim adapted to overhang and en age the flange on thegear. The flange vof t e gear is provided with passages c whichcommunicate with the radially disposed portions of the passages 26. Apassage clis axially formed in the clutch shaft 2 and this passage hastwo radially directed branches communicating with the The transmissionshaftpis rovided with an axial passage c2 exten ing through the forwardend thereof and communicating with the passage c1.

The transmission shaft 3 is also provided intermediate its ends withfourl longitudinal passages h, i", Z and n, the forward ends of thesepassages being plugged or closed at `37. These passages are arrangedsymmetrically in the shaft as shown iny Figs.

' 1, -2 and 3 and the'. first three passages supply the fluid to actuatethe spinning clutches h4, z and Z4, and the jaw clutches h, i' and Zrespectively. TheV sleeves of the jaw clutches are formed as plungersadapted to reciprocate in o en ended cylinders, the sleeves ha and leingA mounted in the cylinders It?, and l. Asthe internal' mechanisms ofthe clutches z" and i are similar to the other corresponding clutchesmounted on the transmission shaft they are not passage c2.

shown in section and will only be briefly described. The passage Itcommunicates by means of the ports ha and It with the spinning clutch h*and the cylinder 71.7, and

also communicates by a portV hm with an annular groove it formed in thebushing 13. Ports ZB and Z9 formed in the transmission shaft formcommunications between the passage Zs and the spinning clutch Z4 and thecylinder Z7 respectively. The shaft is also provided with a port (notshown) forming a communication betweenthe passage Z and an annulargroove l formed in the'bushi'nfi' 13. The passage i also communicates byports (not shown) with the clutches i* and z' and also by a port 1 withan annular groove i formed in the bushing 13. From this description itis obvious v that when fiuidfunder pressureis fed to any one of theannular grooves k, in or Z, the fluid will pass through thecommunicating passage and thus actua'te both the spinning and jawclutches in communication with that passage. This sets the transmissionshaft for operation so that the vehicle will be driven when P'the mainclutch is thrown in.

To ensure that the jaws-of the jaw clutch 7L, 'i' or Z are meshed beforethe fluid enters the passage c2 to operate the main clutch, the fluid isfirst passed into the cylinder of the desired jaw clutch and then intothe This is accomplished by forming transversely arranged1 portscommunicating with the cylinder of each jaw clutch andthe passage c2,each setA of ports is no1:- mally covered by the sleeves of the ja`wclutches. The=ports he and Zc, Figs. 1, 2, 3 and 4, formed in thetransmission shaft and located between the passages la, i, Z6 and n,form communications between the cylinders k" or Z7 and the passage c2respectively when the sleeves. 71,? or Z3 are moved to mesh theirl jawsh2 or Z2 with the jaws h1 and Z1 respectively. The cylinder of the jawclutch 1I also communicates with the passage c2.

The ports Zc are so arranged relative to the sleeve Zs that iuid willenter the passage c2 immediately the sleeve is moved whereby the mainclutch will rotate the jaws Z1' to ensure the jaws Z2 being meshedtherewith. This arrangement readily permits the clutchumy moved beforethey would mesh.' The ports i ic and those controlled by the sleeve ofthe clutch z' are so arranged that the jaws are meshed before thesleeves uncover the ports as the transmission. shaft, in both cases, is

in motion during the clutching operations. l

The jaws of the clutches Z and may be formed as ratchet teeth toIfacilitate the meshing of each set ofjaws-when changing from a low speedor rest to a higher speed and to prevent them engaging until the speedsof the meshing jaws are nearly matched, when changing down.

Before the jaw clutch k, i or Z can commence to mesh fluid pressuresufficient to overcome spring 15 and to accelerate the sleeve ha, i3 orZ3 must be built up in passa e k, i or Z6 respectively. This pressure isimmediately available, as it is being built up, to operate the spinnerclutch 71.*, i4 or Z4 which` being much lighter in proportion to itsarea and having a very short travel, has time to sufficiently reduce therelative speed of the component parts of the corresponding jaw clutch.

To prevent any two jaw clutches engaging at the same time, the' sleeveof the jaw clutch h is provided with relief openings 38 adapted toregister with similar openings formed in the transmission shaft and comlmunicating with the other two passages i6 and Z. The intermediate .andlow gear clutch sleeves are similarly provided with relief openinadapted to relieve the passages he and a; h and if respectively.

The clutches h4, z" and Z* are each provided with a small relief opening39 which provides an escape for minute particles of irt.

It is desirable to provide means for holding the low speed ratio clutchjaws Z1 and Z2 in mesh while maneuvering the vehicle. The cylinder Z7 isformed in a gear 40, the end of the sleeve Z3 remote from th jaws Z2being turned down to fit the cylinder and to provide a shoulder 41. Asleeve 42, counter-bored to receive both diameters of the sleeve Z3engages the shoulder 41 and is shaped adjacent thereto to form anannular pocket 43. This pocket communicates with an opening n formed inthe sleeve Za and this opening is adapted to register with a port nlformed in the transmission shaft when the sleeve has been movedsufficiently to mesh the jaws of the clutch Z. The port n communicateswith the passage n so that when fluid under pressure is directedtherethrough it will act against the shoulder 41 to maintain the jaws Z1and Z2 in mesh after the pressure in the passage Z6 is cut off. Thesleeve 42 is normally positioned, by lneans of a s ring 44, on thesleeve 3 to engage the shou der 41 thereof; this spring being muchlighter than the spring 15. small relief passage is formed in the sleeve42 to prevent setting of the jaw clutch by leakage. Since sleeve Zscovers port n when the jaw clutch Z is, fully disengaged there is notendency for fluid in the passage n to set this jaw clutch. It will beunderstood that the above arrangement is also applicable to the clutch hshould it be desired to establish a neutral positionvbetween high andintermediate speeds. It is obvious that both auxiliary jaw clutchcylinders might be fed from the same passage n since the jaws must firstbe meshed before the auxiliary devices can operate.

To supply the passages with fluid I provide the rotary gear pumps 45 and46 (see Figs. 1, 5 and 6) the former pump being driven by the engineshaft from the helical gear 35, the latter pump being driven by the gear40 which is also a helical gear and is secured to the transmission shaft3. With' this arrangement a. supply of liquid will always be availableunless vehicle and engine are both at rest. The inlet openings of thepumps communicate with the interior of the transmission casing whichcontains the liquid. The outlet openings ofthe pumps communicate withopposite ends of a passage 47 having a safety valve 48 of common typelocated therein and adapted to spill the liquid into the casing when acertain pressure is reached. The passage 47 communicates with a verticalpassage 47 which leads to a manually operated valve of any suitablerotary type having a stem 49 adapted when turned to open the valvetospill the liquid from the feed passages back into the casing 5. To thevalve stem is connected a lever E (see Fig. 1Q) adapted when set in arunning position to close the spillway valve and adapted to open thelatter when the lever is set in a neutral position.

To control the How of liquid from the pumps a balanced valve adapted tobe operated by means of a pedal lever 50 is provided, see Figs. 5, 6, 7,8 and 9. In the valve body 51, secured to the side of the rear nd 5 ofthe casing 5, is slidably mounted a hollow plunger 52, which is providedwith a pair of opposite slots 53 and 53. The slot 53 is adapted to be b.Jught into register with either one of a pair of ports h or i while theslot 53 is adapted to register with a port Z, these ports being formedin the valve body. These ports communicate, by means of passages It, iand Z1, formed in the valve body and in the rear end 5 of thetransmission casing, with the annular grooves h, i and Z11 formed inthebushing 13. The valve body is also provided with relief openings 54,54, 54b which communicate with the interior of the transmission casing.The wall of the plunger is flattened to form recesses 55 which at alltimes are A adapted to register with the relief openings 54 to drain theupper end of the valve body; the plunger is also iattened on the back at551 so as to provide relief for the neutral port, by way of recesses 55.The plunger adjacent its lower end is flattened at 56 and the recessesformed by these flats communicate withv the openings 54a. The reliefopenings 54J are adapted to drain the bottom 'of the valve body. Thelatter is provided with a feed opening 47 b communicating with the feedpassa e 47 and, by means of a longitudinal slot 4 l, with the interiorof the hollow'plunger 52. The plungerl is normally maintained, by meansof a com- -pression spring 57 .connected with the pedal lever 50, ashereinafter more fully described,

- in. its high gear position with the slot 53 in raised, by pressingdown on the pedal lever,

-to bring the slot 53 out of register with the port h1* the liquid willbe drained therefromV to destroy the pressure in its connectingpassages, by means of the recesses formed by the flats 56 communicatingwith the port and the relief opening 54,

The wall of the plunger is provided with a slight depression 53h whichcommunicates with the lower starting side of the slot 53Il the purposeof this is to enable the liquid to be gradually fed into the port Zwhich is the low speed port and is chieiiy used for starting purposes.The-fluid when the slot 53 is in register with the port Z14 will beforced through the passage Z, annular groove Z, port Z1 and passage vZ6to operate the spinning and jaw clutches Z4 and Z and also the mainclutch as hereinbefore described. p When it is desired to move intosecond speed the slot 53 is registered with the port z' and the liquidwill be forced through the passages, grooves and ports corresponding tothosejust described to operate the clutches 4, 1I and the main clutch.It will readily be seen that when either of the slots 53 or 53a are inregister with a port that the other ports will be drained by either ofthe relief recesses 55 or 56.

The different positions of the pedal C on the lever 50, which isfulcrumed on the transverse shaft 22, are shown in Fig. 5. lVhen thepedal is depressed to the neutral position the slots 53 and 53'l areraised above the port Z1* and the feed slot 47, registers with a port nformed in the valve body. This port communicates by Ymeans of a passagen in the valve body and casing 5 with the annular groove nu formed inthe bushing -13 and is adapted to feed liquid to the passage ns.- Theupper end of the feed slot 47 is adapted to still communicate with theport n until the plunger has been lowered to bring the slot 53a intoregis-- ter with the port Z but the communication with the port n is cutoff when the slot 53a is lowered into ucomplete register with the portZl. Y

The pedal lever 50 has a pin and slot connection with the upper end ofthe plunger'52 and to vertically adjust the latter relative to the valvebody so that the slot 53 will normally register with the port It, a bolt58 fulcrumed on a Asuitable stationary part passes through a lateralprojection formed or carried on the lever 50. This bolt and itsconnection with the lever is shown and described in detail in myco-pending application hereinbefore mentioned. The spring 57 is disposedon this bolt and one end thereof acts against the underside of the lever50 while the other end engages a washer adjustably carried -on the bolt.To give an indication to the operator when the plunger 52 is ositionedwith the slot 53a ,in register wit the port Z1", (low gear position) asecondspring 59 is provided. This spring is also disposed on the boltand described in detail in the prior application and it is adapted to bepicked up just as the plunger is fully in the low gear position. Thesecond l. sa

or intermediate gear position is indicated by a click formed by alspring actuated plunger 60 mounted in the valve body 51 and adapted toengage an indentation 60* formed in the plunger 52.

The arm, link and lever arrangement 21 secured to the transverse shaft22 for shifting the gear 18 into mesh with the low speed forward drivegear Z5 or with the reverse idler gear 19 is operated by a foot pedal lRsecured to or formedlon a lever 61. This lever is journalled on thetransverse shaft and is also adapted to simultaneously position theplungerA 52 in its low speed position when the shift gear 18 is meshedwith the idler. This is accomplished by a second lever 62, secured tothe shaft 22, one end thereof having a resilient connection 63 with thelever 61, the purpose of this connection is to enable the R pedal to bedepressed relative to the lever 62 to apply the brakes as hereinafterdescribed. The other end of the lever-62 is adapted to engage a setscrew 64 threaded in a lug formed on the lever 50.

-With this construction it is evident that by depressing the pedal R andthus the lever 6l that the lever 62 will be rocked and thus the shaft 22to actuate the arm, link and lever 21 to mesh the gear 18 with the idler19 and at the same time the lever 62 will engage the set screw and thusactuate the lever 50 to position the plunger 52 in its low gearposition.

VThis set screw adjustment will not permit 'the plunger being moved intoits intermediate or high gear position while the gear 18 isin mesh withthe idler gear. The reverse pedal lever is normally held in its forwardvposition bv a spring R.

To applyv the brakes to the vehicle and to automatically apply themshould the engine stop or should the vehicle back down a hill, I providea brake cylinder b secured to the side of sthe casing 5. In the cylinderis mounted a piston b1 provided with a piston rod b2 connected with alever b3 (see Figs. 10, 11, 12, 5 and 6) to which is connected the brakerods b* which are connected to the brakes (not shown). .A spring orsprings b5 connected with the lever ba and a suitable stationary part ofthe vehicle are adapted to rock the lever to apply the brakes. Thebrakes are normally held in their off position, when the engine isrunning, by means of fluid under pressure acting against the piston b1to rock the lever b3 against the tension of the springs b5.Communicating with the end of the cylinder remote from the piston rod isa duct b which also communicates with an annular groove b7 formed in avalve chamber I)8 formed on or secured at the top of the brake cylinder.In this chamber is mounted a slide valve b which is turned downintermediate its ends to. form an annular recess 61. An inlet passage bformed in the body of the chamber forms a communication betweenthelatter, andlthe feed passage 4.7 and this passage communicates withthe recess blo'so that equal pressure is applied to both ends of thevalve. Referring articularly to Figs. 10 and l1 it will be note that anexhaust opening b1 is formed at one end of the chamber and a reliefopening b at the other end thereof. These openings a'nd another relief'opening b2" formed in the cylinder b communicate with the interior ofthe casing 5. From the above description it is evident that by shiftingthe valve to the right that the inlet passage b will communicate withthe duct b and by shifting the valve to the left the duct willcommunicate with the exhaust opening Z912 to thus supply fluid to thecylinder b to hold off the brakes or permitthe springs b5 to act on theplunger to force.

the fluid from the cylinder and thus apply the brakes.

To control the brakes I provide a pedal lever B fulcrumed on the shaft22. To this lever is pivotally connected a link b which passes throughone arm of a bell crank lever 15 and has adjusting nuts threaded thereonfor engagement with the bell crank. The latter is fulcrumed on thecylinder b and to its other arm is pivotally connected a link la whichis pivotally connected at b" to a lever b1". One end of this lever ispivotally connected with the rod of the valve b9 while the other end ofthe' lever has a pin and slot connection with the piston rod b. In Fig.10 the arts are shown in position to hold the bra e off, while in Fig. 5the parts are shown in their rest and with t e brake on sincathere is noliquid pressure.

A spring B2 normally holds the pedal lever B in its inoperative ositionwith the brakes off. A spring 121 isposed on the link bu engages asuitable part carried thereby and also the arm ofthe hell crank oppositethe adjusting nuts to form a resilient connecositions with the vehicleat,

tion between the bell crank and the link for a purpose which willhereinafter appear.

From the above description it 1s evident that, by depressing the pedallever B, the fulcrum point b will be shifted to the left, in Fig. 10, tothus move the valve b and establish a communication between the duct band exhaust port 612. The springs b then force the piston b1 towards theduct which forces some of the liquid therein through the exhaust port.This movement of the piston causes the lever b to be rocked in theopposite direction, on its fulcruiu, to shift the valve to itsduct-closing osition. If the pedal lever is only slighty depressed theautomatic equalizing arrangement just described permits only a smallamount of the liquid being exhausted from the brake cylinder and thusthe brakes are only slightly applied. If more braking action is requiredthe pedal lever is further depressed which causes the above describedcycle of operations to be repeated. The farther the foot pedal isdepressed, the longer the stroke of the valve b and the greater thevolume of liquid exhausted from the brake cylinder. When the operatorsfoot is removed from the pedal the spring B2 returns the pedal lever Bto its normal position and rocks the bell crank to shift the fulcrum bwhich shifts the valve b (Fig. 10) to the right and forms acommunication between the inlet port b and the duct be which permitsfluid to flow into the brake cylinder. This fluid acts on the piston bland as the cylinder is filling the lever b is being swung, by means ofits pin and slot connection with the piston rod b2, to the right, seeFig. 5. This causes the valve to move to the left towards its positionfor closing the duct b but the pedal is so adjusted as to leave asufficient opening to hold the brakes fully off. Any leakage past thepiston is drained by the relief opening b2 and this leakage isautomatically. replaced by the valve shifting slightly to admit fluid in4the duct. It is thus obvious that the operation of the pedal lever B isidentical with the operation of an ordinary brake lever in which thebrakes are manually operated. In the previous fluid pressure brakemechanisms it 1s necessary to intermittently move the brake pedal to itson and off positions, otherwise the brakes will lock and the vehiclewill stop so suddenly the occupants thereof will be pitched forward.

To hold off the brakes when it is desired to move or tow the vehicle,without running the engine to supply fluid to the brake c linder,lIprovide a manually o erated ratc iet toothed sector- 65 (see Fi 12suitably pivoted on a part of the ve icle. This sector is connected, bymeans of a flexible connection 66, Withthe end of the lever b3 remotewhich is pivoted on a part of the vehicle spillway valve is opened. -Theposition of and adapted to receive an end of a tool (not shown) isadapted to pick the sector and thus rock the` lever b3 against thetension of the springs b5. A pivotcd dog 69 shaped as a bell crank isadapted to engage the teeth of the sector to releasably lock the leverin` position for holding off the brakes.

The hand lever E hereinbefore described as connected with the. spillwayvalve stem 49 is also suitably connected with the emergency brakes (notshown) the position of the lever for applying these brakes beingindicated at EB in Fig. 12. The neutral position of this lever isindicated in full lines and in this position the the lever when thevehicle is to be started and when it is in motion is also indicated atER and in this position the spillway valve is closed. The lever E isreleasably locked in its neutral or brake applying positions by avspring actuated dog 70 carried by the lever and adapted to engage atoothed quadrant 71 carried by the vehicle.M

To ensure the brakes are not held off when the lever E is moved to itsrunning` posi-. tion the. lever is provided with a projection 72 adaptedto engage a pivoted arm 73 connected by means of a link 74 with the dogy'69. This arrangement, when the lever E is swung to its runningposition, causes the dog 69 to be released from the teeth of th-e sectorand thus causes the brake applying springs I to come under the action ofthe brake cylind-er b. Y

It is desirable, `ing the reverse pedal R and lever 61, to cause thevehicle to be backed up, to also use this pedal to apply the brakesinstead of using both the pedals R and B. For this 'purpose the end ofthe lever 61, remote from the pedal R, is pivotally connected witha link7" which passes through the same arm of the bell crank lever b1 that thelink b1* passes through. The link r is provided with adjusting nuts forengagement with the bell crank; suiiicient lost 'motion is providedbetween the nuts and' the crank to enable the pedal R to first be movedso as to fully Shift the gear 18. The connection 63 between the reversepedal leve'r 61 and the lever 62, hereinbefore mentioned, is formed sothat the lever 61 may be depressed relative to the lever 62 when-it isdesired to apply the brakes. This connection comprises a bolt whichpasses through the leverl 62 and a lug r1 formed on the side of thelever 61. A spring r2, disposed on the bolt, has one end in engagementwith the lug and the other end in engagement with a nut threaded on theend of the bolt. Itwill be noted that the severity of the brakeapplication is when the operator is us-` proportioned to the travel ofthe reverse pedal R after the spring r2 has been picked up. Thiscorresponds with Athe brake action attained by the use of the regularbrake pedal B.

It will be noted that all the bearings have lubricating openingscommunicating with the adjacent :teedpassages and a return conduit 72for draining the rear end of the bushing 13 is provided. Thetransmission casing 5 is provided with a transverse wall or partition 73forming the casing into two compartments, one for the countershaft andspeed change gears and their clutches and the other for the main clutch.The conduit 72 communicates with the last mentioned 'compartment whichhas a lower fluid level ally raised by the springs 57 and A59 untilA thelatter spring is dropped and the plunger 52is lowered into low gearposition to 'feed Huid to the clu'tchesl and Z4 and thus to the passagec2 to feed the main clutch after the jaw clutch Z is meshed. AThevehicle now moves o and the next operation is to permit the pedal C tobe raised, by the spring 57, until. notch device on valve body engages,which engagement is felt by the operators foot and indicates theintermediate gear position. The foot pedal is then fully released toallow the plunger 52 to be lowered into high gear position in whichposition it is normally maintained by the spring 57. These operationsare reversed to obtain low speed and neutral. When temporarily stoppingthe vehicle after travelling in low gear, the plunger is raised to .itsncutra] position to register the feed slot 47c -with the port n whichdirects the fluid to hold the low speed clutch jaws in mesh and destroysthe pressure to the Vmain clutch. The lunger in this position willholdthe jaws 1n engagement after they have been engaged but, as hereinbeforedescribed, the pressure fluid in the passage ln,6 will otherwise have noeffect on the jaws Z2.

The brakes are applied by simply pressing the foot on the pedal B, thedistance the pedal is pushed down corresponds with the brake rod travel.Itl will be understood that the brake cylinder will be refilled, whenthe engine `is running or cai' is moving ahead, immediately the tootisremoved from the pedal B, to again hold off the brakes.

To back up the vehicle, after having depressed the pedal C and set thelever E to running position, the foot is shifted to the edal R which isdepressed, and with it evers 61 and 62, until the added-resistance ofthe spring r2 is felt, which indicates the full reverse position. Thepedal C is then permitted to be raised as for low gear. It is preventedfrom coming farther, by -the reverse arm 62.

To apply the brakes after the car has been backed sufficiently, it ismerely necessary to further depress the pedal R the amount necessary toget the desired braking effect.

What I claim isz- 1. The combination of a driving element; a. drivenelement; a clutch shaft; a main clutch for connecting the drivingelement with the clutch shaft.; a countershaft having a drivingconnection with said clutch shaft; `change speed gearing including aplurality of ears journalled on said driven element; a p urality ofclutches, one being adapted to connect the said clutch shaft with thedriven element and the others adapted for connecting the said gears withthe driven element; and means for actuating any one of the drivenelement clutches, each of the said driven element clutches being adaptedto control the operation of the said main clutch whereby the latter willnot be actuated bcfore a driven element clutch is actuated.

2. The combination of a driving element;

a driven element; a clutch shaft; a main clutch for connecting thedriving element with the clutch shaft; a countershaft having a drivingconnection with said clutch shaft; change speed gearing including aplurality of gears journalled on said driven element; a plurality oftoothed clutches, one being adapted to connect the said clutch shaftwith the driven elementand the others adapted for connecting the gearswith the driven element; and means for acutating any one of the toothed.clutches, each toothed clutch being adapted to control the operation ofthe said main clutch to ensure the meshing of the clutch teeth beforethe main clutch is actuated.

3. The combination of a driving element; a driven element; a clutchshaft; a main clutch for connecting the driving element with the clutchshaft; a counter-shaft having a driving connection with the clutchshaft; a set of change speedgears including a gear journalled on saiddriven element; a toothed clutch for connecting the clutch sha-ft withthe driven element; a second toothed clutch for connecting the said gearwith the driven element; a s inning clutch for rotatin the clutch shaftby the driven element to acilitate the meshing of the teeth in the firsttoothed clutch; and means for actuating the first mentioned tooth clutchand the spinning clutch or the second clutch in conjunction with themain clutch.

4. Apparatus as set forth in claim 3 in which each of the toothedclutches control the operation of the main clutch to ensure the meshingof the clutch teeth before thc main clutch is actuated.

5. Apparatus constructed as set forth in claim l in which each of thetoothed clutches is provided with a spinning clutch connected with thedriven element for matching the speeds of the clutch teeth and in whichthe clutch actuating means also actuates the spinning clutchsimultaneously with the toothed clutch connected thereto.

6. The combination of a driving element; a driven element; a clutchshaft; a main clutch for connecting the driving element with the clutchshaft; a countershaft having a driving connection with the clutch shaft;a set of change speed gears including a gear journalled on said drivenelement; a toothed clutch for connecting the clutch shaft with thedriven element; a second toothed clutch for connecting the said gearwith the driven element; a spinning clutch for rotating the clutch shaftby the driven element to facilitate the meshing of the teeth in thefirst toothed clutch; and fluid pressure means for actuating the firstmentioned tooth clutch and the spinning clutch or the .second clutch inconjunction with the main clutch.

7. The combination of a driving element; a driven element; a clutchshaft; a fiuid operated main clutch for connecting the driving elementwith the clutch shaft; speed change gears having a driving connectionwith the clutch shaft and having a lu rality of gears jonrnalled on thedriven element; a plurality of fiuid operated toothed clutches, onebeing adapted to connectfthe clutch shaft with the driven element andthe others for connecting the said gears with the driven element; a iuidconduit for each toothed clutch; ay passage communicating with the mainclutch and lia with the interior of each toothed clutch and normallyclosed by the clutch; and means for supplying fiuid under pressure toany desired conduit to actuate the toothed clutch communicatingtherewith and there- 'by establish a. communication between the conduitand the passage to actuate the main clutch.

8. The combination of a drivin element; a driven element; a clutch shat; a-main clutch for connecting the drivin element with the clutchshaft; a toothed c utch for connecting the clutch shaft with the drivenelement, the toothed clutctr being adapted to control the operation ofthe main clutch to ensure the meshing of the clutch teeth before theinain clutch is actuated; fluid pressure means including a singleactuating device for actuating the toothed clutch and thereby actuatethe main clutch Ato connect the driving and driven element-s; and meansadapted to hold the teeth of the toothed clutch in engagement after theyhave been meshed and operable by the actuating means when the singleactuating device is operated to cut ofi' the fluid pressure to thetoothed Iclutch and thus to the main clutch,

9. The combination ofa driving element;

a driven element; change speed gears; a clutch for connecting the changespeed gears with the driving element; means for forming a driveconnection between the change speed gears and the driven element;reverse gearing for changing the direction of rotation of the drivenelement; fluid pressure means including a single actuating device foractuating the drive connecting means; and means including a'singleactuating lever for simultaneously operating the reverse gearing andretaining the said actuating device in position to actuate the driveconnecting means.

10. The combination of a driving elefment; a driven element; changespeed gears; a clutch for connecting the change speed ears with thedriving element; means for orming a drive connection between the changespeed gears and the driven element; reverse gearing for changing thedirection of rotation of the driven element; fluid pressure meansincluding a single actuating device for actuating the drive connectingmeans; a brake; spring means tending to apply the brake; and means forsupplying fluid under pressure to control the .operation of the brake;and means for operating the reverse gearing and adapted to actuate thebrake controlling means.

11. The combination of a driving element; a driven element; a clutchshaft; a fluid operated clutch for connecting the clutch shaft with thedriving element; a toothed clutch for connecting the clutch .shaft withthe driven element and comprising a member having a plurality of teeth;a plunger having a plurality of teeth adapted to mesh with the firstteeth; a cylinder adapted to slidably receive the plunger; a sleeveslidably mounted on the plunger; an annular chamber formed between theplunger and the sleeve; a conduit connected with the cylinder; a ortcommunicating with the annular chamber, the communication being normallyclosed by the said plunger; 4a second conduit communicating with theport; a third conduit communieating with the first clutch and thecylinder of the second clutch, the communication being normally closedby the said plunger; and means for supplying pressure Huid to the firstconduit for actuating the plunger to mesh theclutch teeth and to uncoverthe clutch shaft with the driving element; "ak

countershaft having a driving connection with said clutch shaft; changespeed gearing including a lurality of gears journalled on said driven eement; a plurality of fluid operated clutches, one being adapted toconnect thel said clutch shaft with the driven element and the othersadapted for connecting the said gears with the driven element; a conduitfor each of the said plurality of clutches; a Vpassage communicatingwith the first clutch and with the interior of each of the otherclutches, the communications withthe clutches being normally closedthereby; and means for supplying fluid lunder pressure to any desiredconduit to actuate the clutch communicating therewith and to establish acommunication between the conduit and the passage to actuate the firstmentioned clutch, each of the plurality of clutches being adapted whenactuated to spill the liquid from the other clutch conduits.

13. The combination of a driving element; a driven element; a clutchshaft; a fiuid operated clutch for connecting the clutch shaft with thedriving element; a countershaft having a driving connection with saidclutch shaft; change speed gearing including a plurality of gearsjournalled on said driven element; a plurality of fiuid operated toothedclutches, one being adapted to connect the said clutch shaft with thedriven element and the others adapted for connecting the said gears withthe driven element; a conduit for each of the said plurality ofclutches; a passage communicating with the first clutch and withthe-interior of each of the other clutches, the communications with theclutches being normally closed thereby; and means for supplying Huidunder pressure to any desired conduit to actuate the vclutch:communicating therewith and to establish a communication between theconduit and the passage to actuate the first mentioned clutch, one' ofthe said plurality of toothed vclutches being adapted to admit fluid tothe passa e immediately the clutch is actuated, the ot 1er toothedclutches being adapted to admit fiuid-to the passage when the teeth aremeshed.

1 14. Apparatus construetedas set forth in claim 2 in which one of thetoothed clutches is provided with a spinning clutch connected with thedriven element for matching the speeds ofthe clutch teeth and in whichthe clutch actuating means also actuates the spinning clutchsimultaneously with the toothed clutch connected therewith, the toothedclutch having the spinning clutch connected therewith being rovided withspring means tending to hol the teeth out of mesh and thus slightlydelaying the meshing of the teeth to permit the spinning clutch to beactuated first.

15. The combination of a driving element; a driven element; change speedgears; clutch for connecting the change speed gears with the drivingelement; means for forming a drive connection between the change speedgears and the driven element; reverse gearing for changing the directionof rotation of the driven element: a brake; means tending to apply thebrake; fluid pressure means for actuating the drive connectingmeans andfor normally maintaining the brake applying means out of action, thesaid fluid pressure means including a cylinder and a lever forcontrolling the operation of the brake; means for regulating the exit offluid from the cylinder in proportion to the `travel of the lever; andmeans including a lever for simultaneously operatin the reverse gearingand retaining the sald actuating device in an operative position andadapted to actuate the brake controlling means. Y

16. The combination of a driving element; a driven element; a clutchshaft; a main clutch for connecting the driving element with the clutchshaft; a countershaft having a driving connection with said clutchshaft; change speed gearing including n plurality of gears journalled onsaid driven element: a plurality of clutches, one being adapted toconnect the said clutch shaft with the driven element and the othersadapted for connecting the said gears with the driven element; and asingle actuating device for actuating any one of the driven elementclutches, each of the said driven element clutches being adapted tocontrol the opera tion of the said main clutch whereby the latter willnot be actuated before a driven element clutch is actuated.

Signed at Toronto, Canada, this 14th day of October 1924.

MAUNSELL B. JACKSON.

